Electric signaling apparatus



(No Model.)

ELECTRIC SIGNALING APPARATUS.

Patented Sept. 10,1895.

INVENTEIR' 5% WITNEEEEE 7W6 Z-XWy I Uni-re terns GEORGE E. MILLER, OFBOSTON, MASSACHUSETTS, ASSIGNOR TO THE AMERICAN ELECTRIC TRAIN ANDSW'ITCH SIGNAL COMPANY, OF

SAME PLACE."

SPECIFICATION forming part of Letters Patent Np. 545,903, datedSeptember 10, 1895. Application filed August 1, 1894. Serial No.519,164- I (No model.)

To all whom it may concern.- Be it known that LGEoReE E; MILLER, acitizen of the United States, residing at Boston, in the county ofSuffolk, State of Massachusetts, have invented a certain new and usefulImprovement in Electric Signaling Apparatus, of which the following is aspecification. I

This invention relates to improvements in electric signaling as appliedto railroad-service, being particularly applicable to those systemsemploying an insulated sectional co'nductor in constant connection witha source of electrical current-such as agenerator or bat tery-carried,preferably, upon each locomotive and adapted to indicate to the engineerof a train by the closing of the circuit the dangerous proximity ofanother train or any danger from misplaced switches. Such a system isshown and described in United States Letters Patent No. 464,979, datedDecember 15, 1891, and No. 507,918, dated October 31, 1893.

My present invention has for its object to extend the service of such asystem by providing means to warn the engineer of an approaching trainin the event of danger from an overhanging car which does not fullyclear the switch or of the destruction of a bridge or culvert at a pointon the main track ahead of a train.

The apparatus devised by me for this purpose is shown in theaccompanying drawings, in which-- Figure 1 is a plan view of a main-linerailway-track with a siding or turnvout, with a diagrammaticillustration of the train apparatus; and Fig. 2 is a plan view of abridge or culvert equipped with alarm apparatus.

In the drawings the sectional conductor is shown secured to thesleepers, from which it is properly insulated in any well known manner.This construction is not w absolutely necessary for the operation of mysystem, since the conductor might be'laid outside the rails on asingle-track road or between tracks on a double-track road. Moreover, itmight also be an overhead conductor. In anyone of these positions itwould be merely necessary to provide a suitable contact device to keepit in constant electrical contact with trains. Such devices arepreferably carried on the engine, butmay be carried on any part of amoving train. The duplex conductor, as used in a system of this kind, isdivided into sections of any desired length, well insulated from eachother and from the rails, the points of insulation being so arrangedthat they appear at equal intervals alternately in each conductor-strip.1n the drawings but one such point of insulation is shown, since onlyone section of conductor is represented. This feature, however, forms nopart of my present invention.

Referring to Fig. 1 in the diagrammatic representation of the trainapparatus, A is an alternating-current generator, preferably locatedupon the locomotive and driven from a suitable source of power,such as asmall steammotor. B is an alarm-bell, attached to some convenient partof the engineers cab and included in the main circuit when closed. A keyit is also provided, conveniently located, by means of which the circuitcan be opened and closed at the will of the engineer. One terminal ofthe generator is connected to a contact device (shown at 0) supported inany desired manner so that it shall always be in constant electricalcontact with the sectional con ductor D. It is illustrated in thedrawings as secured to an insulating and supporting frame f, attached tothe forward truck of the locomotive. The other terminal, leading throughthe alarm-bell and the key It, is in electrical connection with thetrack-rail by means of the locomotive-wheels. From this construction itis evident that whenever electrical communication is established betweenthe track-rail and the insulated conductor D the circuit will be closed,and the bell B, being included in the circuit, will be operated. S is asiding or turn-out. For the sake of simplicity a single track isshown,'and the rolling-stock is shunted onto the siding by means of theusual switch 3, operating in a manner well known. The continuity of theconductor D is interrupted by the switch-rail 0"; but the correspondingsections of the conductor on either side of the rail are bonded by thewires to w, and there is consequently no electrical interruption.Opposite trackoue wheel resting upon the rail.

rails are also bonded by the wires 1). In the siding S is atrack-sectionE, well insulated in a suitable manner. This section ispreferably of but one rail'in length, and its position with relation tothe switch 3 must always be such that a car upon the siding overhangingthe main track will always have at least At F is shown a wheel thuslocated, the corresponding wheel upon the opposite side of the carnecessarily occupying the position shown. The insulated rail E iselectrically connected to the conductor D by the bond g. With a car uponthe siding not perfectly free from contact with passing trains on themainline, its dangerous position would be indicated to the engineer inthe following manner: With the key is closed and the generator A inoperation supplying current to the conductor D as soon as the trainarrived at the section in which the siding S is included the circuitwouldbe closed from A to c, to D, bond 9, rail E, wheel F and its axleto the corresponding wheel on the opposite side, to the trackrails,locomotive-wheels, key f, bell B to the generator. The alarm-bell Bwould thus be operated, indicating the presence of the danger ahead. Theresponse of the alarm-bell to the danger position would be obtained by atrain approaching from either direction, the connections being such thatthe section of the conductor opposite the siding bears the sameelectrical relation to the rail E at all points, and it preferablyextends the same distance on both sides of the siding. Furthermore, itis evident that if the overhanging car should be be moved back fromdanger position to one of safety on the siding, the wheels of the carhaving left the insulated rail E, there would be no electricalcommunication between the rail and the conductor D, the circuit wouldremain open, and no alarm rung in the locomotive-cab.

The other feature of my invention (shown in Fig. 2) has relation to amethod of indicatin g to the engineer of a train the destruction ordangerous condition of a culvert or bridge. The train apparatus issimilar to that already described. In the diagrammatic representation ofthe apparatus designed to operate for the purpose above stated thesection of track from a to b indicates a bridge or similar structure. Ateach end of the bridge are situated the two contacts H H, electricallyconnected by the wire L. The contact H in each set is also connected tothe conductor D. It would answer equally well to thus connect II insteadof H. Pivoted at 0 is alever M, held between contacts H H by'the jointaction of the spring a and the cable P. The cable P, crossing the bridgeand attached to it, connects the shorter arms of the two lovers and ismade as taut as possible'without disturbing tion that any sagging of thebridge will cause the cable P to elevate the longer arm of the leveruntil it strikes the contact H. With the lever in this position anapproaching train upon reaching the section nearest the bridge would bewarned of danger by the clos ing of the circuit from the generatorthrough the conductor D, contact H, wire L, contact H, lever L, thetrack-rails, locomotive-wheels, key It, bell B, and generator. The alarmwould therefore be sounded in the engine-cab and the engineer beapprised of the danger ahead. Should the total destruction of the bridgeoccur or damage sufficient to break the cable P be sustained, the leverM would drop onto contact H. 'In this event the circuit would be closedin the same manner, except that contact. H would be cut out. So long,therefore, as the bridge remains in a safe condition the lever M willremain in its normal position between the contacts H H and no alarm willbe sounded in the locomotivecab of an approaching train.

What I claim as new, and desire to secure by Letters Patent, is

1. In a signaling system for railways the combination with the main linehaving a continuous insulated sectional conductor extending along thetrack and electrically continuous track rails of a siding, an insulatedrail insaid siding, a generator having one terminal constantly connectedto said conductor and the other to said rail, and electrical connectionsattached to said rail, whereby the circuit will not be closed throughsaid rail until a car rests upon it.

2. In a signaling system for railways provided with a continuoussectional conductor extending along the track and electricallycontinuous track rails, the combination with a generator carried by atrain supplying current to said conductor, the circuit being closedthrough said conductor the rails and the car wheels, of a siding and aninsulated rail therein electrically connected to said conductor andadapted to invariably close the circuit when a car on thesidingoverhangs the main track.

3. In a signaling system for railways, the combination with the mainline, of acontinuous sectional insulated conductor extending along thetrack, electrically continuous track rails, a siding having its rails inelectrical connection with those of the main track, but having asectional rail adjacent to the switch point insulated from all otherrails, and connected to said conductor, a generatorcarried by a trainupon the main line supplying current to the conductor and electricalconnections between the siding and main track rails,

whereby a car on the siding resting upon said insulated rail willinvariably close the circuit, substantially as set forth.

4. In a signaling system for railways, the combination with the mainline, of a continuous sectional insulated conductor extending along thetrack, electrically continuous track rails, a generator carriedby atrain on the main line supplying current to said conductor, a siding, aninsulated rail in said siding connected to said conductor and normallyopencircuited,and electrical connections between rails of main track andsiding whereby a car on the siding overhanging the main track will serveto invariably close the circuit through the insulated rail.

5. In a signaling system for railways provided with an insulatedsectional conductor extending along the track, the combination with agenerator, one terminal of which is connected to. the track rails andthe other to said conductor, of a tell-tale for bridges, culverts andthe like, consisting of contacts in sets of two adjacent to each end ofthe bridge, the contacts being electrically connected with saidconductor and normally in open circuit, a pivoted lever for each set ofcontacts adapted to make connection respectively with either one of saidcontacts in the set, said levers and contacts being respectivelyconnected to opposite main line terminals, and connections attached tothe bridge for operating said levers when the bridge sags or breaks, substautially as described.

6. In a signaling system for railways provided with a sectionalinsulated conductor extending along the track, the combination with agenerator on a train supplying current to said conductor, the circuitbeing closed through said conductor the rails and the car wheels, of atell-tale for bridges, culverts and the like consisting of a set ofnormally opencircuited electrical contacts at each end of the bridge, apivoted lever for each set of contacts, a cable attached to the bridgeconnecting said levers and holding them between the contacts, saidlevers and contacts respectively being connected to opposite main lineterminals, whereby the sagging or breaking of the bridge will throw saidlevers and contacts in the main line circuit, substantially asdescribed.

In testimony whereof I have hereto set my hand this 27th day of July,1894:.

GEORGE E. MILLER.

Witnesses:

GEORGE T, CUNNINGHAM, ERNEST S. WILLIAMS.

